Four saved from MFV among rocks in hurricane-force gustsCoxswain David Chant of the St Davids lifeboat, Dyfed, has been awarded the Institution's Bronze medal for bravery following the rescue of four fishermen in severe gales on 26 February 1989.

The St Davids' 47ft Tyne class lifeboat, Garside, was launched at 0940 following distress calls from the MFV Stephanie Jane, which had lost power and was dragging her anchor just south of the South Bishop lighthouse.Michael Vlasto, inspector of lifeboats for the Western Division said in his report: 'In this long service, in extreme weather conditions, Coxswain Chant showed considerable courage, boat handling skill and good seamanship. The satisfactory outcome of this service was largely due to Coxswain Chant's excellent local knowledge of this notorious area.' For their part in the rescue Second Coxswain Malcolm Gray, Assistant Mechanic David Bateman, and Crew Members Edward Bateman, Michael Morris, Kenneth Broaders and Derek Rees have been awarded medal service certificates.

Dragging Milford Haven Coastguard first alerted St Davids' Honorary Secretary at 0930 on Sunday, 26 February 1989. The 68ft MFV Stephanie Jane had lost power and was dragging her anchor, half-a-mile south of the South Bishop lighthouse, and just ten minutes later the 47ft Tyne lifeboat Garside was launched down the slipway under the command of Coxswain/Mechanic David Chant.

The wind was NW at Force 8/9, with very rough seas and a heavy ground swell. The tide was running north at 6 knots, and visibility was generally good - although heavy spray was being taken aboard.

Coxswain Chant set a westerly course across Ramsey Sound and once clear of Ramsey Island, such rough sea conditions were encountered that the crew strapped themselves into their seats.

The lifeboat maintained full operational speed, adjusted as necessary for large waves which were estimated at 20-30ft.

Despite a careful choice of course through the rocks the lifeboat was thrown over on her beam ends by the strong and turbulent seas in the vicinity of Daufraich.

Coxswain Chant held his course and atSt Davids North West Division 0955, as the lifeboat approached Bishop Rock lighthouse from the NE, the casualty was sighted lying at anchor, rolling heavily and dragging towards rocks some 200ft away.

The wind had increased to Force 9 by this time, with gusts of 65 knots (Force 12), and the seas were very rough with waves some 30ft high and a heavy swell from the west.

First attempt The casualty had no power, and would have to slip her anchor cable before a towline could be taken. As she was so close to rocks, it was essential that the tow be passed successfully at the first attempt. As the lifeboat crew prepared the towline on deck underdifficult conditions Coxswain Chant manoeuvred the lifeboat to within feet of the fishing vessel's port bow. Both vessels were rolling violently, but with expert use of the engines, the towline was passed successfully and the tow commenced at 1036, the lifeboat making 7 knots towards Milford Haven.

Progress was slow due to the extremely rough sea conditions, the strong flood tide running north and the need to avoid the worst currents and overfalls.

Landed At 1351 the towline jumped off the quarter post, but the deck crew were able quickly to secure it again.

A tug had been asked to stand by at the entrance to the Haven, in case the towline parted in the very bad conditions off the entrance, but it was not needed, and once in the lee of the Haven the two vessels were able to proceed to Milford dock where the four survivors were landed.

The lifeboat was refuelled, but because of the adverse conditions, was not able to return to station, and it was 1020 on the following morning before the lifeboat had been rehoused, refuelled and readied for service.Ferry aground in North Sea Cromer - East Division An arduous service by Cromer's Tyne class lifeboat to a 5,000 ton roll-on, rolloff ferry which was aground in bad weather has earned the Coxswain, Richard Davies, a letter of appreciation from the RNLI's chief of operations.

The lifeboat, Ruby and Arthur Reed II, was launched at 2300 on 14 February 1989 when the Tor Gothia reported she was aground on the Mid Haisbro sands and needed immediate assistance. Extra crew were taken aboard the lifeboat in view of the size of the vessel and the weather conditions - a SW Force 6 to 7 wind, rain and 20ft to 30ft seas.

The 18-mile passage to the casualty took some 35 minutes, and on arrival the lifeboat found 'confused and boiling seas' around the vessel, which drew 15ft but was in some 10ft of water.

After checking all around the vessel the lifeboat stood by until a tug arrived at 0445. Despite a broken throttle cable the coxswain then transferred an officer from the tug to the ferry in difficult conditions -earning the praise of the tug's master for his expertise - and waited for the Sheringham lifeboat to arrive at the scene before setting course for Great Yarmouth to repair the cable and refuel.

Ruby and Arthur Reed II was back at the scene by 1130, shortly after the ferry had managed to refloat herself and checked the ferry for damage before the Tor Gothia continued her passage to Immingham at 1230.

It was not until 1400, more than 13 hours after launching that she was back on station and ready for service.CASUALTY FOUND 20FT FROM ROCKY LKK SHORK Crew rescued from fishing vessel in Force 11 winds and total darkness Coxswain/Mechanic Thomas Ralston of Mallaig has been awarded the Institution's Bronze medal for rescuing two men and their fishing boat in darkness and winds of Force 11 last autumn.

In his report Tony Course, divisional inspector of lifeboats for Scotland South, said: 'This was a difficult and dangerous service. Coxswain Ralston displayed great determination, courage and a high degree of skill throughout.'The crew of the lifeboat that night, Assistant Second Coxswain Albert McMinn, Acting Assistant Mechanic George Laurie, Second Assistant Mechanic Derek Fowler and Crew Members E. MacLellan, Roderick MacKenzie and Alasdair Sinclair, have been awarded bronze medal service certificates.

At 1824 on Thursday, 27 October 1988 Mallaig lifeboat station received a call for help from the fishing boat, Galilean, which was disabled and dragging her anchors close to the southern shore of Loch Nevis.

Just eight minutes later Mallaig's 52ft Arun class lifeboat The Davina and Charles Matthews Hunter slipped her mooring and set out on service, Storm force The weather had deteriorated in a very short space of time and it was now overcast with northerly storm force winds and heavy northerly seas driving into the harbour.

Visibility was affected by spray.

Coxswain Ralston left the harbour at slow speed to allow the crew to secure themselves safely on deck, and this was just as well as minutes later Assistant Mechanic Lawrie was washed overboard off the port quarter by a large wave and only saved by his lifeline.

He was quickly pulled back on board.

Once clear of the harbour the coxswain headed ENE into Loch Nevis, maintaining best speed in the heavy sea conditions, andMallaig Scotland South Division the crew aboard the lifeboat prepared for a tow as soon as conditions would permit.

At 1840 the lifeboat arrived at the casualty to find her slowly dragging two anchors close to Bo Ruag rocks, with her stern some 20ft off the shore. The conditions were atrocious with Force 11 northerly winds, a moderate sea and visibility seriously affected by driving spray.

The coxswain was concerned about submerged rocks which he knew were in the vicinity of the fishing vessel and decided to follow her route so far as possible, bow first to keep his propellers in the deepest water.

One crew member was placed on the radar to give guidance and the rest instructed to transfer the towline forward.

The lifeboat was carefully manoeuvred down wind heading south towards the anchored casualty, and the crew were able to pass the tow line by hand.

Tow transferred When it was secure the lifeboat went astern, taking up the strain while the casualty slipped both her anchor cables.

Coxswain Ralston carefully moved astern until the radar showed the shoreline to be some 600ft away, and the tow was then quickly transferred to the lifeboat's stern.

The lifeboat could now work upwind to gain as much shelter as possible from the weather shore before heading south towards the harbour entrance. A second tow line was floated to the casualty and secured as a precaution.

The lifeboat arrived off Mallaig Harbour to find sea conditions too dangerous to attempt entry with a tow, and the coxswain advised Oban Coastguard that the casualty would have to be towed to Inverie in Loch Nevis, so the lifeboat headed north once again.

At 2049 the casualty was finally secured alongside a moored landing craft at Inverie, and the lifeboat was able to return to Mallaig with the two survivors aboard.

She arrived at 2130, landed the survivors, refuelled, and was ready for service.Three walkers three lifeboats Newhaven - South East Division Eastbourne - South East DivisionThe difficulties of working close inshore in surf were vividly illustrated when Newhaven's Arun class lifeboat, her ' Y' boat and the Eastbourne D class were all involved in a service to save three people cut off by the tide.

The service began when Newhaven's Arun Keith Anderson launched at 1530 on 12 February 1989, called to walkers who had been stranded at Belle Tout, some seven miles east of the station.

Arriving at the scene some 20 minutes later the lifeboat found a 6ft to 7ft sea breaking on the beach. She could not approach it, so the 'Y' boat was launched to bring the casualties aboard.

Two of the walkers were safely transferred to the Arun, but on her next run ashore the small ' Y' boat capsized just yards from the shore, swamping its engine and throwing the two crew members in the water. They landed safely but were unable to restart the engine to bring the remaining casualty to safety.

However Eastbourne's D class inflatable was on engine trials nearby, and after the Arun coxswain, Mike Beach, requested their assistance the D class approached the shore.

Helmsman Ian Stringer took the inflatable close inshore and anchored to veer in to the casualties - three attempts having to be made to make the anchor hold. Veering in to the beach successfully the D class took the remaining survivor on board, and although the 'Y' boat crew thought the engine would now start they too were pulled back out to the inflatable lifeboat's anchor for safety's sake.

The 'Y' boat and the remaining survivor were taken to the Arun, but the D class was then asked to search the shoreline - four Heavy surf pounds Newhaven's 'Y' boat as she makes the first trip out to the Arun.

(Photo Terry Connolly, Seaiord Gazette) people having been reported missing and only three being recovered from the beach.

The fourth person was found to have waded to safety, and the D's final duty before returning home was to ferry a set of car keys ashore!LIFEBOAT RESCUES CREW AND RETURNS TO SAVE BOAT Eight men plucked from fishing vesselCoxswain Albert Sutherland of the Fraserburgh lifeboat City of Edinburgh has been awarded the thanks of the Royal National Lifeboat Institution inscribed on vellum following a service in which the lifeboat rescued eight men and saved their 74ft fishing vessel in a gale and pitch darkness on 13 January 1989.In his official report Mr Les Vipond, divisional inspector of lifeboats for Scotland North, praised Coxswain Albert Sutherland for his high standard of seamanship during this difficult service.

Certificates For their part in the rescue vellum service certificates have been awarded to Second Coxswain James Sutherland, Mechanic Thomas Summers, Assistant Mechanic Charles Duthie, and Crew Members Alan Smith and Victor Sutherland.

The 47ft Tyne class lifeboat launched at 1645 on Friday, 13 January 1989 after Moray Coastguard had reported the fishing vessel Mystic taking in water and in need of help three miles north of Fraserburgh harbour.

Near the harbour the wind was Force 7 from the south, and created only a slight sea and low swell as some protection was afforded by the land.

Visibility was good but the sky was overcast and the night very dark. The casualty could not be seen, but Coxswain Sutherland picked her up on his radar and directionFraserburgh Scotland North Division finder and steered towards her. The skipper reported that his vessel was listing badly and his crew were taking to the liferaft.

At 1655 the lifeboat approached the fishing vessel with the wind now Force 8, gusting 9, and against a 2 knot tide, producing a rough sea and an 8ft swell. The 74ft trawler lay stopped across the wind and tide, down by the head, with a severe list to port, and rolling heavily.

Equipment A liferaft was secured to the starboard quarter, with seven men in it, and the skipper was trying to release the painter.

The coxswain manoeuvred around the casualty's stern, avoiding the liferaft and fishing equipment, and came alongside the after end of the trawler's shelter. The skipperskipper was helped aboard the lifeboat and the coxswain immediately came clear of the casualty.

The liferaft was now clear of the fishing vessel, so Coxswain Sutherland put the lifeboat on the leeward side of the raft, and each time it was lifted by a swell a survivor was helped aboard the lifeboat.

When all the survivors were safe the lifeboat crew manhandled the liferaft onto the after deckhouse, and the coxswain headed for Fraserburgh harbour where she secured at 1706, passing the survivors and the liferaft into the care of the Fisherman's Association.

Tow After the men were landed the coxswain and the skipper of the fishing vessel realised that the trawler was quite likely not to sink, and at 1716 the lifeboat cast off and headed back to the casualty.

Three attempts were needed to put two men aboard the trawler - the skipper of Mystic and Second Coxswain James Sutherland (brother of the coxswain) - so that a tow could be passed and secured.

Progress with the tow was slow, never more than three knots, as the heavily laden fishing vessel dived into the swell. Some shelter was found as the lifeboat approached the harbour, but despite this the tow parted as the lifeboat and trawler approached the entrance although it was soon reconnected.Anglers all at sea Three anglers in an ill-equipped 12ft open boat had a lucky escape at Penarth on 28 February 1989 when their anchor started dragging in a Force 7 wind and 8ft to 13ft seas and their outboard engine failed to start.

The station's Dclass inflatable was launched at 1254 and reached the men just six minutes later. In his return of service station honorary secretary Captain Graham Sommerfield emphasised how lucky the three had been, saying that in another five minutes they could have drowned as their boat was swept into heavy seas and swell off Lavernock Point.

In the event they were brought ashore in just over half-an-hour and their boat towed to safety.

The three were given some 'advice' by the Coastguard after their rescue, variously described in the local press as a 'ticking-off and a 'rocket'.Service Update Following the service by Cramer's Tyne class lifeboat to the yacht Phaedra, reported in the Winter 88/89 issue of THE LIFEBOAT, Coxswain Richard Davies has been awarded the Thanks of the RNLI inscribed on Vellum.Crew snatched to safety seconds before MFV sinks under tow Coxswain/Mechanic Hewitt Clark of Lerwick, Shetland, has been awarded a bar to his Bronze medal following the service to the fishing vessel Boy Andrew pictured in the Spring issue of THE LIFEBOAT.

For their part in the service Crew Members Robert Wiseman and Ian Tulloch will receive the Thanks of the Institution inscribed on vellum. Medal service certificates have been awarded to the remainder of the crew: Deputy Second Coxswain/Assistant Mechanic Peter Thompson, Emergency Mechanic Ian Fraser and Emergency Mechanic Brian Laurenson.

The service began at 0501 on Friday, 13 January 1989, when Shetland Coastguard reported the fishing vessel Boy Andrew aground near Bressay Lighthouse, and thatLerwick Scotland North Division the crew had scrambled onto nearby rocks.

Eight minutes later the Lerwick lifeboat, the 52ft Arun Soldian, slipped her moorings in fine weather, with a light wind from the WSW creating only a slight sea over the low swell.

The casualty was found bows into a gully at Trebister Ness, in an area known as The Nizz, listing slightly to starboard and hard against the uncovered rocks - on which five survivors could be seen.

The lifeboat's inflatable 'Y' boat was launched to ferry the survivors out to the lifeboat. Two men had remained on Boy Andrew, and two of those now aboard the lifeboat were put back on the rocks so that they could scramble aboard and help secure a tow.

The lifeboat took up the strain on the line but the casualty did not move. A 200ft fishing vessel, Altair, arrived on the scene and offered her services, but it soon became clear that Boy Andrew was stuck fast on a fallingtide, so Altair put in to Lerwick to rig a towing bridle in readiness for the next flood.

Soldian's 'Y' boat took off the crew of Boy Andrew again, leaving only the skipper aboard, and stood by while a helicopter put pumps aboard the casualty.

At 0715 the lifeboat returned to Lerwick to land the survivors, sailing again some 50 minutes later to stand-by the casualty as the forecast indicated a rapid deterioration in the weather. By 1020 the wind was freshening from the SSE and the swell increasing.

At 1030 the 'Y' boat passed a messenger line to Boy Andrew, a crowd of spectators on the rocks making the use of a rocket line too dangerous. When Altair arrived on the scene the 'Y' boat passed her the messenger before being recovered by the lifeboat.

Altair took the strain on a 9in tow rope, but it parted immediately.

The wind was now SSE Force 6-7 and the sea rough with an 8- 10ft swell. This precluding the use of the 'Y' boat, so the lifeboat made a close approach to the casualty and passed a heaving line to reconnect the tow.

The skipper was alone on the casualty so the helicopter transferred the mate of Boy Andrew and a crewman from Altair, the winchman also staying aboard the casualty.

After one abortive attempt, when the rope snagged in Boy Andrew's propeller, the tow line was secured and the coxswain took up station some 200ft to the west of the casualty, in case it parted again.

Boy Andrew was pulled clear at 1308, but she was down by the head, low in the water, and struggling to lift over the seas as she was towed astem.

The coxswain moved the lifeboat closer to the casualty's lee side and saw that she was losing buoyancy forward and developing a starboard list. He moved in at full speed, crossing ahead of the sinking bow, towards Boy Andrew's weather side where he put the lifeboat's bow against the casualty's port quarter.

The three fishermen were pulled aboard, .but the helicopter winchman slipped and fell between the two boats. Using full power the coxswain moved the lifeboat away before the winchman could be crushed between the boats - and the wash from the lifeboat's propellers carried him clear so that he could be retrieved by the helicopter.

By 1312 the casualty had sunk.

The lifeboat had suffered only superficial damage to her belting on the port bow and after the survivors had been landed at Lerwick she was refuelled and ready for service again at 1430.Crabber swamped in Force 12 winds Coxswain/Mechanic Malcolm MacDonald of Stornoway, Isle of Lewis, has been awarded the Institution's Bronze medal for a service in which the Stornoway lifeboat rescued two men from a crabber which was being swamped in hurricane-force (Force 12) winds on 13 February 1989, in spite of a 15ft swell, driving spray and rain.

Les Vipond, divisional inspector of lifeboats for Scotland North, said: 'At a station whose services are frequently called upon in very bad weather, it is apparent that these were the worst conditions ever experienced by any of the crew. Coxswain MacDonald showed outstanding gallantry and a very high standard of seamanship. His leadership was also outstanding, inspiring his men to place themselves in a position of danger on the foredeck, totally relying on his judge- Scotland North Division ment to keep them from injury.' Medal service certificates have been awarded to: Acting Second Coxswain John Maclennan, Acting Assistant Mechanic Robert Hughson, and Crew Members Alec Murray, Kenneth Campbell, William Campbell, Kenneth Macleod and John Macdonald.

At 1700 on 13 February 1989Stornoway's lifeboat, the 52ft Arun class SirMaxAitken II, slipped her mooring on service to the crabber Westward which had anchored off Holm island and was dragging seawards in urgent need of assistance.

Hurricane The wind was from the NW at hurricane force, and very heavy rain squalls were seriously affecting visibility. The air was full of spray up to 10ft above sea level, so Coxswain/ Mechanic Malcolm MacDonald chose to use the upper steering position.

As the lifeboat headed SE towards the casualty the motion became increasingly violent as she left the lee of the land and theBronze Medal breaking sea became progressively shorter and steeper. The coxswain had great difficulty in holding course as the lifeboat surfed down the seas and, when three miles off the land, he only just prevented her from broaching.

The casualty was sighted lying at anchor across wind and sea, rolling heavily and shipping seas across her open afterdeck. Her two-man crew were in the tiny wheelhouse forward.

The wind was now NW Force 12, and blowing over a very rough sea and a swell estimated at 15ft. Visibility was still poor, with the air full of driving spray and heavy rain.

The coxswain approached the casualty and assessed the situation as best he could before backing away. Avoiding the anchor line, he manoeuvred upwind of the casualty while his crew rigged fenders on the port bow, and then chose three men to secure themselves to the foredeck using two lifelines each.

While she was manouevring into position the lifeboat's propellers were fouled by a line of creel pots which had been used by the casualty as a sea anchor, but the lifeboat's shaft-mounted rope cutters easily dealt with the line.

Coxswain MacDonald then approached the casualty and paused, waiting for a brief lull in the wind, but as none came he pressed on - as daylight was fading rapidly.

He placed his port bow close to that of the creel boat, without touching, and one survivor scrambled aboard into the arms of the foredeck crew.

The lifeboat was backed away while the survivor was transferred to the wheelhouse, and then the approach was repeated.

The second man was clearly distressed and kept returning to the wheelhouse, during which time the coxswain had to call on all his skill to keep his boat in position while both vessels were covered by driving spray and shipping seas.

Bruised The men on the foredeck were bruised as they were flung against the rails, and they reported having to turn their heads downwind to breathe. The second man was finally hauled aboard, as the two boats eventually touched, at 1745.

The return passage was made at about 12 knots, to avoid severe motion for the sake of the survivors, and the lifeboat came alongside the quay at 1830.The lighter side Lifeboats launch whenever it appears that they may be needed - but not all launches actually result in a rescue, and sometimes there may even be a funny side to the service.

During May Berwick upon Tweed's Atlantic 21 crew received a 'shout' at 2100 to investigate an object floating half-a-mile offshore in the gathering darkness.

The 'casualty' was located and landed an hour later - a deep freeze cabinet which was not really in distress! However it could have been a person, to say nothing of the risk if a small boat had collided with it.

And of course there was the celebrated tale of the 'woman in the water' in Langstone Harbour in Hampshire...

which, when rescued, turned out to be a life-size inflatable doll!STORM-FORCE WINDS DRIVE LISTING SHIP ON TO LEE SHORE Lifeboats stand-by stranded cargo vessel in severe weather The chairman of the RNLI has written a letter of thanks to the coxswains and crews of the Padstow and St Ives lifeboats following a very difficult operation in storm-force winds.

At 2040 on Sunday, 12 March 1989 Falmouth Coastguard telephoned Padstow lifeboat station to inform them that the Panamanian- registered ship SecilJapan, then 17 miles NW of Trevose Head, had issued a Mayday. Her cargo had shifted and she had a 20 degree list.

At 2053 the Padstow lifeboat, the Tyne class James Burrough, launched with the wind WSW Force 8, and rough sea conditions.

By the time the lifeboat had cleared Trevose Head, which took 15 minutes, a helicopter from RN AS Culdrose had found the casualty to the south, seven miles off St Agnes Head.

Course was set for the new position and full power applied into the sea.

Falmouth Coastguard then asked that the St Ives lifeboat be launched, and at 2148 the 37ft 6in Oakley class Frank fanfield Padstow and St Ives South West Division Marshall launched and seta northerly course at full speed to clear The Stones, as there was too much sea to use the inner passage through The Sound.

The wind was westerly Force 7 to 8 with a rough sea, but no difficulty was experienced by either lifeboat.

The pilot of the helicopter had been advising the captain of SecilJapan to keep in deep water, and not to head for a lee shore. But the captain continued to head towards the coast and eventually turned, dropped both anchors and shut down the main engine. He then asked that his crew be evacuated and a second helicopter was scrambled.

The coxswain of St Ives manoeuvred his lifeboat ahead of the casualty, anchored and started veering down, but he encountered such large seas that he had to recover his anchor.

Padstow lifeboat arrived and also anchored, intending to fire a rocket line and rig the breeches buoy. However as the coxswain started to veer down a helicopter began winching the survivors off and so the Padstow lifeboat also recovered her anchor. Both coxswains decided to lie off whilst the helicopters winched the crew off.

Four crew were lifted off before the winching had to stop, as the line on the helicopter had parted several times.

By 2300 the wind had increased to Force 8 to 9, gusting 10, from the NNW.

Very rough seas were breaking over the casualty, which was taking the ground astern in the troughs, and the remaining 12 survivors refused to leave the shelter of the wheelhouse.

Low water was at 0245, by when it was hoped that the casualty would be aground more firmly.At 2315 both of SecilJapan's anchor cables parted, and her bow swung to port, putting her starboard side to the sea. At 2328 she lost all power and plunged into darkness.

The deck cargo of timber shifted further and was eventually washed away, while the derricks broke loose and swung with the movement of the ship. The clanging of the derricks could be heard on board the lifeboats.

Winching Just before 0200 the ship became more stable as low water approached and the helicopter managed to put a crew man on board the casualty. Winching started again but the first man to be winched raised his arms as he neared the helicopter door and slipped from the strop. He plunged 180ft into the surf and was lost. The remaining 11 men were winched into the helicopter by 0217, just 30 minutes before low water.

Both lifeboats were released and headed for their respective stations. Padstow's Tyne returned at approximately 8 knots, encountering rough seas on the way. St Ives' lifeboat took two very heavy seas which poured water into the radar, MF and VHP DF, all of which stopped working. She beached at her station at 0310 and the Padstow boat held off her slip until daybreak when she recovered.

Due to the extreme weather during this long service both lifeboats suffered damagefrom the heavy seas encountered - stanchions were bent; control panels, radar displays and radio equipment filled with water; and small items washed overboard.

In his report divisional inspector South West, John Unwin said that the service could so easily have turned into a disaster if either coxswain had not conducted himself in such a cool, well thought out manner.

Both coxswains were aware that if they had veered down on the casualty's port side, and the ship had swung into the rocks and cliff they would have been trapped.

'I commend both crews for their perseverance in getting the anchors on board and retrieving all the anchor cable,' he said, 'and coxswains and crews carried out their duties in a manner that was a credit to the RNLI.'ATLANTIC FILLED AND BROACHLD DURING SERVICE Nine rescued from ketch ashore on sands near Chichester Bar A difficult service which led to the rescue of nine people from a yacht aground on the East Pole Sands, just outside Chichester Harbour, has led to the chairman of the RNLI sending a letter of thanks to the helmsman of the Hayling Island Atlantic 21 class lifeboat, Roderick James, and to Crew Member Frank Dunster who took his own boat out to assist the Atlantic.

Letters of thanks from the chief of operations were also sent to crew members John Jones, Graham Raines and Robert Biggs who were aboard the Atlantic 21 and shore helper Christopher Driscoll who was aboard Frank Dunster's boat.

The first news of the casualty was at 1315 on 24 September 1988 when Hayling Island's deputy launching authority, Patrick Lamperd, was paged by Solent Coastguard MRSC and advised that the 41ft Sun Fizz ketch Seaway Endeavour was in difficulties just south of Chichester bar.

The ketch, with nine people aboard, had lost her steering and the engine had failed.

The DLA agreed to an immediate launch and, on learning the number of people aboard the yacht, crew member Frank Dunster went to board his own boat, accompanied by shore helper Christopher Driscoll.

Hayling Island South East Division At 1328 the Hayling Island Atlantic 21 lifeboat Aldershot, was launched and proceeded on service. On board were helmsman Roderick James and crew members John Jones, Graham Raines and Robert Briggs.

Breaking seas The wind was from the SW, Force 7, with rough sea conditions, it was overcast with drizzle but good visibility. High water had been at 1100 and the Spring ebb was running south at 3 knots.

On clearing the harbour Helmsman James saw the casualty drifting into rough breaking seas 7ft to 10ft high on the East Pole sands.

The seas were made worse by wind against tide conditions and a heavy southerly swell left from earlier gales.

In view of the conditions Helmsman James requested the support of a larger lifeboat and Bembridge's Tyne class lifeboat, already at sea for a previous incident, was diverted by Solent Coastguard.

Helmsman James considered that the casualty was in such imminent danger that it was not possible to wait for the Tyne and prepared to effect a rescue before the casualty became engulfed in the shoal water.

While taking up position the Atlantic was caught by two heavy breaking seas. The first caused her to broach, and the second to fill with water and turn her through 180 degrees before control was regained.

Jet boat By this time Frank Dunster had launched his own 28ft rigid inflatable Hayling Rescue, powered by a jet unit and with Christopher Driscoll aboard. He could see the difficulties experienced by the Atlantic 21.

The ketch continued to drift into the East Pole sands. Her anchor had run out to the bitter end of the cable, fouling the propeller, stopping the engine and jamming the rudder before breaking out of the chain locker.

The crew managed to lay out a kedge anchor, but this was not enough to stop the boat dragging into shallow water, beam-on to the breaking seas.

Frank Dunster, aboard Hayling Rescue, spoke to Helmsman James on the radio and they agreed it would be prudent to evacuate the crew as quickly as possible.

At 1244 Frank Dunster skilfully manoeuvred his boat alongside the casualty andusing her jet propulsion was able to wedge his boat alongside long enough to transfer five people aboard. Skilfully handled, his 28ft boat was able to withstand the long, heavy breaking seas, which caused the boats to range considerably.

The Hayling Island Atlantic 21 tended to be knocked away more readily by the seas, and as the casualty was continuing to drag into shallower and rougher water the operation became even more difficult.

Knocked away Nevertheless, Helmsman James was able to position the bow of the Atlantic 21, head to sea and in contact with the casualty, just long enough to snatch the four remaining persons on board the lifeboat.

The transfer took a number of attempts as the Atlantic was frequently knocked away by the breaking seas. On the second attempt one survivor was taken aboard but fell into the water. He was immediately recovered.

It took a further three attempts to rescue the remaining people, and by the time the last one was transferred the casualty was grounding heavily in the troughs. The time was 1404.

The return passage to station was made without undue difficulty and the survivors landed at the lifeboat station to join those previously landed by Hayling Rescue.

The difficult service had been accomplished in just one hour from the first call, and at 1414 the Hayling Island lifeboat was rehoused and made ready for service.

Frank Dunster was later able to salvage the ketch, using his own boat in a difficult operation on the next tide, and bring her ashore to a local marina.HORSES AND RIDERS SAVED FROM INCOMING TIDE RSPCA Bronze medal for lifeboatmen Nine crew members of West Kirby's D class inflatable lifeboat, the deputy launching authority and the station honorary secretary have been awarded the RSPCA's Bronze medal for rescuing two horses which were stuck in the mud and in great danger of drowning as the tide flooded.

It was at 1320 on 10 April 1988 that crew member Malcolm Jones first told station honorary secretary Ron Jones that two horses were being ridden towards a notoriously muddy gutter in the river Dee estuary off West Kirby.

The two animals and their riders were very quickly trapped in the soft mud and with just three hours left until high water Ron Jones immediately decided to assemble the crew and launch the station's D class lifeboat.

The lifeboat was carried across to the casualties, and in the five minutes this took the tide had already approached the horses and their riders. The riders were quickly helped to firmer ground, but the horses continued to sink into the soft mud underfoot and were very distressed.

Despite the efforts of the RNLI crew and station personnel, helpers from the nearby West Kirby Sailing Club, police and coastguard the horses could not be freed as the tide advanced, and at 1521 a vet was called in case one of the horses, which was tightly stuck in the mud, might have to be put down.

West Kirby West Division A makeshift sling was made up to help lift the horses, and one was eventually freed and led to firmer ground.

The tide was flooding remorselessly and eventually the lifeboatmen were working in water up to their waists as they struggled to free the animal while lifting its head above the surface.

It was not until 1600, 20 minutes before high water, that the second horse was finally freed and led to safety on a nearby slipway where the vet was able to examine it.

Although both animals were very tired after their two-and-a-half hour ordeal neither horse suffered any significant injury.

The RNLI personnel involved in the operation were: Richard Farnworth, Malcolm Jones, G. Hanson, Richard Booth, Eric Welles, Andrew Fowler, Guy Watkins, D.

Henshaw, P. Langley, Harry Jones (DLA) and Ron Jones (SHS)..